Manifold



April .12, 1932. F. A. VAN B EZEL 1,353,100

MANI FOLD I Filed July 11, 1930 3 Sheets-She et 1 A ril 12, 1932. F. A. VAN BEZEL f 1,853,100,

' MANIFOLD Filed July 11. 1950 s Sheets-Sheet 2 k fianfrflVgnEe ag ATTORNEV A ril 12, 1932. F. A. VAN BEZEL 1,353,100

' MANIFOLD Filed July 11, 1930 3 Sheets-Sheet 3 INVENTOR ATTORNEY inders in a Patented Apr. 12 1932;."

UNITED STATES:

PATENT? ounce.

FRANK A. VAN BEZEL, OF, EL CEN'IRO, CALIFORI TIA, .ASSIGNOR T0 DUAL AIRCRAFT,

MOTORS INQ, LTD., 015 EL CENTRO, CALIFQRNIA MANIFOL Application filed July 11,

from the carburetor to the engine cylinders,

and thus provide a more perfect fuel which Wlll result in increased efficiency of the engine and permit of the use of a lower grade of fuel than iscordinarily used in airplane engines.

In the operation of airplane engines, the intake manifold is subjected to the action of a terrific rush of air from the airplane propellers, so that fuel ofa high test must be used and this fuel is usually heated before it reaches the intake manifold.

In the present invention the fuel is heated as it passes throughthe intake manifold into the engine cylinders, the said manifold being maintained at a temperature to properly heat 1 the fuel, so that the latter will enter the cylhighly atomized state and will providev proper combustion. At the same time, means are provided to prevent overheating of the fuel sothat the latter will not beignited in the manifold.

With the above and other objects in view, the invention fur her includes the following novel features and details of construction, to be hereinafter more fully described, illustrated in the accompanying drawings and pointed out inthe appended claims.

In the drawings Figure l is a top plan view of a combined intake and exhaust manifold constructed in accordance with the invention.

Figure 2 is an inner face view of the same. Figure 3 is a bottom plan view.

, Figures 4 and 5 are sectional views taken respectively on the lines 44 and ure 2..

Figure '6 is a sectional View on theline 6-6 of Figure 1. V

Re ferringto the drawings in detail wherein like characters of reference denote corre 55 of Fig- 1930. Serial No. 467361.

spending parts, the reference characterlO indicates an exhaust manifold which is c0n-- structed of any suitable material and may be'of any suitable shape. This manifold is provided with spaced ports 11 whose number may conform tothe number of cylinders of the engine'with Whichthe manifold is to be used. The manifold 10 isprovided with an outlet 12 through which the exhaust gases pass.

a The exhaust manifold is preferably cross sectionally flat as shown in Figure 6 of the drawings and the intake manifold is also. cross sectionallyfiat'and includes a fuel in take passage .13 and a fuel distributing passage 14. i The passage 13 is provided'at its outer end withaflange 15 by means of which a carburetor (not shown) may be attached, while the inner end-of the passage 13 communicates with the passage 14: as shown at 16. This point of communication is substan-.- tiallycentral'of the length of the passagel l so'that the fuel may passin opposite direc tions to ports 17 for entrance into the cyl-,- indersof the engine. The ports 11and17 are relatively offset-and are surrounded. by flanges '18 to provide means for attaching the manifold to the engine. As shown in the drawings, the exhaust manifold is positioned beneath" the intake manifold and the adjacent walls of'these manifolds are slightly spaced apart so as to provide'an air chamber 19. A wall 20 extendsalong the outer edge of this chamber and provides connection between the manifolds along one edge'thereof, while the flanges 18 serve to connect the manifolds along the opposite edge- In addition, thewall 20 closes the outer edge ofthe chamber 19 andiprevents theentranceinto this chamber of air directed rearward from the airplane propeller as indicated by the arrow a in Figures 1 and 3 of the drawings. a r

By spacingthe adj acentwalls of the manifolds apart and providing the air chamber 19, heat from the exhaust gases passing through the chamber 10 will heat the intake 7 manifold sufficiently to provide proper vaporization of the fuel passing therethrough, so that the fuel will enter the engine cylinders in a highly atomized state. This is in contradistinction to the method ordinarily used in airplane engines for heating the fuel before it enters the intake manifold, and as 5 the latter is subjected to the action of the propeller, the temperature of the fuel will be immediately lowered when it reaches the intake manifold. Through the use of the present invention, a much lower test fuel may 10 be used than is ordinarily used in airplane engmes.

By spacing the adjacent walls of the intake and exhaust manifolds, overheating of the intake manifold and consequent overheating of the fuel therein, as would be the case if the manifolds were separated by a single wall, is prevented. Thus reduction of power due to overheated fuel is obviated.

The invention is susceptible of various as changes in its form, proportions and minor details of construction and the right is herein reserved to make such changes as properly fall within the scope of the appended claims. Having described the invention what is claimed is 1. A combined intake and exhaust manifold comprising walls defining a fuel intake passage, spaced ports communicating with said passage of elongated formation, sepa- 3% rate spaced walls defining an exhaust passage, and spaced ports communicating with the exhaust passage, the space between the adjacent walls of the intake and exhaust passages defining an air chamber between the a: passages, these passages being in overlapped relation to each other.

2. A combined intake and exhaust manifold comprising walls defining a fuel intake passage and adapted to have one end in com- .10' munication with a source of fuel supply, a fuel distributing passage in communication with the other end of the intake passage, spaced ports for the fuel distributing passage for communication with the intake ports of 45 an engine, spaced walls defining an exhaust passage, spaced ports for the exhaust passage, the space between the adjacent walls of the intake and exhaust passages defining an air chamber, and a wall extending along 5 the outer edge of the air chamber and connecting the adjacent walls of the intake and exhaust passages, said passages being disposed in overlapping relation to each other. In testimony whereof I aflix my signature.

5:; FRANK A. VAN BEZEL. 

